Robotics Branch Chief
Dominant Maneuver Division
Office of the Deputy Chief of Staff (G-8)
Department of the Army

Unmanned Surface Vessels

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Northern
Exposure

As the fabled Northwest
Passage becomes a
commercial shipping route,
unmanned systems have a
bright future in the Arctic.
An examination of how
submersible and aerial
robotics fit in.

he November issue of Armor & Mobility looks into the state of the DoD’s
single largest vehicle reset program, the High Mobility Multipurpose
Wheeled Vehicle, or HMMWV Recapitalization, being led and executed
by Red River Army Depot of Texarkana, TX. This effort will improve both
National Guard vehicles as well as regular Army up-armored models.
Meanwhile, the long-serving but critical Bradley is going through armor
and networking capability enhancements through two Engineering Change
Proposals. These key sustainment initiatives will remain at the center of
tactical vehicle readiness for the foreseeable future.
From vehicles to the critical gear they carry, Program Executive Office for
Combat Support & Combat Service Support (PEO CS&CSS) is at the fore of
Army Force Generation sustainment efforts. In this issue, A&M brings readers
an exclusive interview with Mr. Scott Davis, Program Executive Officer, PEO
CS&CSS, as he provides insight into current objectives for sustaining the trucks,
shelters, generators, construction equipment, watercraft, and other assets critical to
the lives and safety of the men and women who carry out combat and non-combat
operations around the globe every day. In this issue, we also profile two other
important organizations: Program Executive Office for Intelligence, Electronic
Warfare, and Sensors (PEO IEW&S), which is responsible for guiding the fielding
of mission-critical automation essential to enemy location and neutralization, and
Tooele Army Depot (TEAD), which serves as the DoD’s specialized facility for
shipping, receiving, storing, inspecting, demilitarizing, and maintaining training
and war reserves of conventional and chemical ammunition.
On the Unmanned Tech Solutions side of this issue, our editors decided to look
at pressing issues instead of taking a thematic approach. With the FAA recently
allowing film and television crews to use unmanned aerial systems (UAS), we
took the opportunity to focus on the civil market. In addition to a discussion of
how UAS may assist public safety organizations, we delve into the question of
new markets where such systems may have an immediate advantage over manned
aircraft. In the Arctic, warming weather is creating the potential for new shipping
lanes, but there is little governance or technical infrastructure in the far north. UAS
operating from private ships, government vessels, or shore bases could ameliorate
this issue in the near term. As the article demonstrates, this is not a pie-in-the-sky
dream, but a current reality.
On the tactical side, the U.S. Army is transitioning from its fleet of quickly
procured wartime robots to more sustainable programs of record. Many in
industry have voiced concerns over uncertainty, so we sat down with the service’s
chief of unmanned ground systems strategy to find out what the Army wants
soon and what it may need in the future. At sea, whatever uncertainty there was
over the future of unmanned surface vessels (USVs) might be allayed as the Navy
recently accepted final proposals on a USV mine countermeasures capability for
the Littoral Combat Ship. We delve into why USVs are suited to this role and what
challenges they face going forward.
As always we look forward to your comments and thanks for the continued
readership, enjoy!
Sincerely,
Kevin Hunter
Editor
Armor & Mobility
kevin@tacticaldefensemedia.com

The Bradley Fighting Vehicle has undergone
numerous upgrades since its initial fielding
decades ago, but after ten years in theater the
next round of changes are critical to keeping the
system at the cutting edge.
By Kevin Hunter, A&M Editor

C

urrently, the U.S. Army is upgrading and modifying the
Bradley f leet. These modifications are improving crew
capacity, vehicle suspension, power train, and electrical
systems, opening the M3 Scout and M2 Infantry Fighting
Vehicle variants to new technology insertion.
“It’s important to remember that armor improvements
and the Bradley Urban Survivability Kit (BUSK) make today’s
Bradley very different than the Bradleys that rolled into Iraq
in 2003. The Army has not stopped improving its capabilities,
but the Bradley has reached its limit of new capabilities
it can accept without making some basic architectural
improvements,” said Lieutenant Colonel Glenn Dean, former
product manager for the Bradley and Armored Knight
programs.
Space, weight, and power-cooling, or SWaP-C, limits have
been reached within the Bradley’s current configuration,
leaving little room for integrating future capabilities. During
the conf lict in Iraq, the Army upgraded the Bradley to improve
the protection of soldiers. These modifications included

4 | A&M and UTS November 2014

improved armor, integration of the BUSK, and counter-radiocontrolled IED electronic warfare (CREW) devices. The
improvements, while extremely effective, increased the weight
and electrical power consumption of the vehicle to the point
that there is little remaining margin to add new capabilities.
This problem becomes compounded by the need to integrate
the Army’s new network systems—the Warfighter Information
Network-Tactical (WIN-T), the Joint Tactical Radio System,
and the Joint Battle Command-Platform software—and new
systems such as next generation CREW devices, all of which
require additional SWaP-C or computing capacity to operate.

Networking

To ensure the vehicle can enable the Army’s network
investment and incorporate other Army programs of
record without further degrading operational performance,
basic improvements are being made as part of the Bradley
Engineering Change Proposal (ECP) program. An ECP is a
modification to a system that leaves the essential capability
unchanged; so while the Bradley will maintain its classic look
on the outside, under the hood will be a different matter.
The current Army plan breaks the Bradley ECP changes
into two iterations. ECP 1 is designed to address the weight
growth of the vehicle with early delivery of some mature
products. It includes four capabilities: extended life;
heavyweight track designed to handle larger vehicle weights;
heavyweight torsion bars that will restore ground clearance

tacticaldefensemedia.com

Technology Insertion Bradley Upgrades
we complete the engineering of the rest of the changes. That way
we can ensure a constant flow of improvements to the field.”

lost to increased weight, improving cross-country mobility
and underbelly blast protection; and improved durability road
arms and shock absorbers, designed to reduce operating costs
and maintenance intervals at increased vehicle weights. ECP 2
is focused on meeting electric power generation and computing
requirements for network systems.
“The intent of the Bradley ECP program is not to degrade
the performance of the vehicle,” Dean said. “If we simply
added a larger generator to the current vehicle, we would get
more electrical power, but at the expense of less automotive
power for speed, acceleration, and cross-country mobility.”
To address this issue, ECP 2 includes an upgraded
generator and power distribution system, but it will also
require an engine and transmission modification to ensure
automotive capability is not lost in order to power network
systems.

Computing Capacity

The digital bus architecture of the Bradley will be improved
through incorporation of common intelligent displays, an
improved slip ring and Ethernet switch, and VICTORY
computing architecture standards, all of which will contribute
to the integration and handling of the large volumes of data
the new Army network systems require.
Current plans call for the application of both ECPs to
just over 15 brigades, or about 1,860 vehicles. Some ECP 1
components are projected to be delivered to the field from
FY 14 to 18, depending upon future defense budgets. ECP 2
began engineering design in FY 13 and is scheduled for initial
fielding in FY 18.
“The ECP effort is a total system solution to manage
vehicle space, weight, and power to enable the network,” said
Dean. “We’re taking the opportunity to deliver the weight
management pieces early, since they are the most ready, while

tacticaldefensemedia.com

FY 14 procurement funds in the amount of $158 million support
the purchase of multiple modifications to the Bradley Family
of Vehicles, including the Operation Desert Storm Situational
Awareness (ODS-SA) fieldings to the National Guard and
program/engineering support; installation of 242 upgrade kits
for ECP1; training device obsolescence mitigation to the Bradley
Advanced Training System (BATS); and transmission safety
upgrades to safely operate the vehicle at full combat weight.
FY 15 procurement dollars in the amount of $107.5 million
support the purchase of multiple modifications to the Bradley
Family of Vehicles, including the following: funds the ODSSA fieldings to the National Guard and program/engineering
support; installation of 137 upgrade kits for ECP1; funds
the conversion of 23 M3 to M2 to support digitization of the
armored brigade combat team combat engineers; training
device obsolescence mitigation to the BATS; and transmission
safety upgrades to safely operate the vehicle at full combat
weight.
Lead art: Soldiers and civilian workers check and load new M2A2 and M3A3
Bradleys onto railcars at Pier 8 in Busan, South Korea. (Spc. Bryan Willis)

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A&M and UTS November 2014 | 5

for Continued Relevancce

RECONDITIONING

Vehicle Sustainment HMMWV Recap

The Humvee recapitalization program at Red River
Army Depot is extending the service time of the
DoD’s principal light vehicle.
By Terry Lee and Adrienne Brown, Red River Army Depot Public Affairs

T

he High Mobility Multipurpose Wheeled Vehicle
recapitalization (HMMWV recap) program supports the
recapitalization of up-armored HMMWVs (UAH) returning
from theater and non-armored HMMWVs (NAH) for homeland
security and disaster relief missions. The recap of UAHs is
incorporating the latest technical insertions common to the fleet.
The future Army “Humvee” fleet—now likely to extend
a half-decade beyond the 20- to 30-year window noted in the
service’s Modernized Expanded Capacity Vehicle (MECV)
UAH recap modernization effort that is adding underbody
armor to protect the crew, improve performance, and increase
vehicle survivability—has recently commenced production upon
successful completion of the integration and testing of these efforts
in FY 13. The recap of UAHs will migrate exclusively to the MECV.
In its efforts to adapt the Humvee to modern requirements, the
Army has increased its performance and protection, increasing the

6 | A&M and UTS November 2014

cost of an up-armored variant. This modern UAH, however, still
does not fully meet evolving mobility or protection requirements.
The service is therefore developing the Joint Light Tactical Vehicle
(JLTV) to fill this capability gap.

Red River-led Reset

For more than a decade, Red River Army Depot (RRAD),
Texarkana, TX, has been instrumental in remanufacturing
the Humvee. The depot has a multifaceted production facility
capable of repairing different variants of the platform. The
training sets come in three different configurations of varying
complexity, depending on the user’s role in the brigade combat
team (BCT). The Army leveraged the Humvee original equipment
manufacturer to come up with an integration design, which was
then validated and turned over to RRAD for physical integration.
Over the last ten years, AM General, the manufacturer
of the Humvee, has served as the principle supplier of parts,
ensuring parts availability for the remanufacture of more than
48,000 vehicles,” said Charitie Pruitt, AM General Program
Manager. “Over the past three months, RRAD and AM General

tacticaldefensemedia.com

Vehicle Sustainment HMMWV Recap

The future Army “Humvee” fleet is now likely to extend a half-decade
beyond the 20- to 30-year window noted in the service’s ... recap
modernization effort.
have changed the way Humvees are being
remanufactured. Through a public-private
partnership (PPP), AM General and RRAD
have changed the remanufacturing process
to become more efficient, taking advantage
of the unique capabilities of the Original
Equipment Manufacturer and the Depot,”
she added.
“The Humvee bodies rolling off the line
COL Brandon Grubbs
at
RRAD—nearly
800 over the course of
Commander
Red River Army Depot
the last three months—[are] part of a public
private partnership with AM General, the Humvee’s original
manufacturer,” said Bobby Buchanan, program manager for
Humvee. “Each is equipped with data radios, situational awareness
software, and other network systems that will be used by lower-tier
echelons of BCTs.”
The Humvees are integrated in a multistep process. Seats

and armor are stripped from each vehicle and brackets to hold
the network capabilities are installed. Holes are drilled in the
exterior to let air flow in and prevent overheating. Cables are
measured, cut, and connected. One of the more complex efforts
involved switching out the Humvee alternator for a higher-output
version, to help power the radios, antennas, switches, transceivers,
computer screens, and other precisely installed network parts.

Partnering for Production

Through the partnership with AM General, Red River was
responsible for disassembly and demilitarization of the Humvee
chassis. Following the disassembly process, the Humvee body is
completely reworked with all needed upgrades, including adding
armor, and then shipped to the AM General plant in Mishawaka,
IN. It is there where the body is married to a brand new chassis
and ready to be used by various National Guard units across the
continental United States.

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A&M and UTS November 2014 | 7

Vehicle Sustainment HMMWV Recap

An M1114 Humvee with a Kevlar blanket wrapped around the turret while on deployment to Iraq. (Matthew Zalewski)

According to AM General, the new chassis includes an updated
engine, improved transmission, increased capacity fuel tank (13
additional gallons), greater accessibility to brake pads through the
cargo floor, and improved geared fan drive. At the final station, the
vehicle is accepted through the DD250 process and shipped back to
National Guard units across the continental US.
With high peak of production at 28 for the AM General
partnership program, the team at Red River completed the work eight
days ahead of schedule.
“The quick reaction project to complete the Humvee bodies
reflects on the team effort we have here at Red River,” said Buchanan.
“It shows that we fully support the needs of our soldiers and that we are
committed to any amount of work we receive.”

Improving Enhancement Processes

Top: Red River Army Depot employees are seen working on an up-armored High
Mobility Multipurpose Wheeled Vehicle (HMMWV). The depot is designated by the
Secretary of the Army as the Center for Industrial and Technical Excellence (CITE) for
Tactical Wheeled Vehicles. (RRAD)
Bottom: An RRAD employee works to disassemble a High Mobility Multipurpose
Wheeled Vehicle (HMMWV). Red River has more experience with remanufacturing
HMMWVs than any organization in the world. Right: RRAD employees work on an uparmored HMMWV. The depot is designated by the Secretary of the Army as the Center
for Industrial and Technical Excellence (CITE) for Tactical Wheeled Vehicles, including
the HMMWV and Mine Resistant Ambush Protected (MRAP) vehicle. (RRAD)

8 | A&M and UTS November 2014

From repairing Humvees used for training to the armored Humvees
used for combat, Red River is capable of remanufacturing different
variants of the Humvee. When the program began in 2002, three
Humvees a week were produced. Through the depot’s aggressive
approach to Lean manufacturing and continuous improvement, the
Humvee production facility began to experience a significant change
by the end of 2004 when 12 vehicles were produced in one day. By
September 2006, the HMMWV line had increased production to 32
vehicles per day; today, the production facility is capable of producing
up to 40.
“This depot produces many critical items for the joint force,” said
RRAD Commander, Colonel Brandon L. Grubbs. “The Humvee
program is just one way we are continuing to support the men and
women of our Armed Forces who need the equipment.”
Red River also designated by the Secretary of the Army as the

tacticaldefensemedia.com

Vehicle Sustainment HMMWV Recap
effort toward the competitive
recapitalization of HMMWVs.
The early foundation for
MECV was built from two
separate U.S. Army requests
for information (RFIs), which
recognized the need to recapitalize
many of the overweight and
overworked Humvees returning
Charitie Pruitt
from theater. Based on industry
AM General
Program Manager.
responses to those RFIs, combined
with additional theater lessons
learned and related operational need
statements, MECV emerged as a competitive
program to recapitalize and integrate
Variant-specific Upgrades
enhanced capabilities into the Humvee
Other Humvee recap program activities
Expanded-Capacity Vehicle (ECV) chassis,
include the award of contracts under
improving crew survivability while restoring
two related programs called Modernized
vehicle capacity and performance.
Expanded Capacity Vehicle-Automotive
(MECV-A) and MECV-Survivability
Lead art: Through Red River Army Depotâ&#x20AC;&#x2122;s
(MECV-S). The programs represent
commitment to Lean manufacturing processes
downsized approaches to what had been an
and continuous improvement, the mixed-model
High Mobility Multi-Wheeled Vehicle (HMMWV)
earlier Army vision of a single encompassing
production line is capable of producing up to 40
vehicles per day. (RRAD)
MECV program, which reflected the primary
Center for Industrial and Technical
Excellence (CITE) for Tactical
Wheeled Vehicles, including the
Mine Resistant Ambush Protected
Vehicle (MRAP). In addition, the
depot houses the only facility in the
DoD capable of remanufacturing
road wheels and track for various
combat systems. Red River is also
is also the CITE for the Bradley
Fighting Vehicle System, the
Multiple Launch Rocket System,
and the Small Emplacement Excavator.

Army Sustainment:
Learning from the Last Fight
to Prepare for the Next

Selected for the Senior Executive Service in November
2005, Mr. Scott J. Davis currently serves as the U.S.
Army’s Program Executive Officer for Combat Support
& Combat Service Support (CS&CSS). In this role he
provides professional and executive management of the
development, systems integration, acquisition, testing,
fielding, sustainment, and improvement of more than
350 diverse combat support and combat service support
systems in partnership with Tank and Automotive
Command (TACOM) Life Cycle Management Command.
The CS&CSS portfolio has an annual budget of nearly $2
billion.
Mr. Davis oversees a portfolio that includes one ArmyMarine Corps Joint Project Manager, four board selected Army
Project Managers, four Assistant Program Executive Officers,
and numerous Product Managers and Product Directors. His
responsibilities include the life cycle management of all of the
Army’s tactical wheeled vehicles (including the family of Mine
Resistant Ambush Protected vehicles and the Joint Light Tactical
Vehicle) and critical soldier support equipment.
Interview by A&M Editor Kevin Hunter
A&M: Please briefly speak to your role as PEO CS&CSS
and your office’s mission and current focus.
Mr. Davis: I feel blessed by the opportunity to serve as the
Program Executive Officer (PEO), Combat Support & Combat
Service Support (CS&CSS), especially the opportunity to serve
as a PEO for a second time. PEO CS&CSS is responsible for an
incredible array of equipment, managing the life cycle activities of
hundreds of systems across four U.S. Army Training and Doctrine
Command (TRADOC) Centers of Excellence. This equipment is
critical to how the Army sustains operations and deters adversaries
around the globe and across the range of military operations. Our
equipment—trucks, shelters, generators, construction equipment,
watercraft, etc.—touches nearly every soldier, every day and has
a tremendous impact on their lives, safety, and ability to meet
combatant commanders’ missions.
Developing, building, and ensuring the sustainment of our
diverse portfolio is a great responsibility, especially as the Army
increasingly emphasizes flexibility and speed. We simply don’t
know where, how, and in what size future conflicts will take place,
so our soldiers must have flexibility. That means commanders
must have materiel solutions that expand, not constrain, their
maneuver space and employment options. We need to be able

to get soldiers to the fight faster and sustain them longer, all while
reducing the resource burden—largely fuel and water—they require
across many different operating environments. That’s a big part of the
Army’s “Force 2025” and its emphasis on making the service leaner,
more capable, and more expeditionary. Those may be tomorrow’s
objectives, but the solutions might be here now, and I’ve challenged
our team to seek out those technology insertions or changes we can
make today to get an early start down that path.
A&M: Energy is obviously a big driver of costs and
capabilities. How is PEO CS&CSS working in that area?
Mr. Davis: Energy absolutely plays a large and growing role in every
acquisition program and military operation—from vehicle fuel
efficiency to transporting fuel and better using limited resources.
In Afghanistan, the cost of a gallon of fuel sitting on a forward
operating base was more than $7. That’s the total cost of buying it
and getting it to where our troops can actually use it. Not only is that
expensive, but transporting it places soldiers’ lives at risk. One of the
most amazing achievements in the past few years was our Project
Manager, Expeditionary Energy & Sustainment Systems’ effort called
“Operation Dynamo,” analyzing requirements and standardizing
generators in Afghanistan. As a result, they saved 77,500 gallons of
fuel per month and eliminated ground and air resupply requirements.

A&M and UTS November 2014 | 11

PEO Corner

I’m very impressed with the JLTV program, and it’s a great success
story about what a focus on requirements coordination and mature
technologies can do to improve affordability and capability.
Recently, we reorganized the Expeditionary Energy &
Sustainment Systems team to add our Product Manager for Force
Sustainment Systems, which operates a Base Camp Integration
Laboratory (BCIL) at Fort Devens, MA. There, the team tests
and evaluates new shelters, energy storage and distribution
systems, waste treatment, and other solutions designed to further
reduce the “inputs” needed at contingency bases, all focused on
improving our agility and reducing that sustainment burden. The
BCIL is really an amazing collaboration of partnerships from the
military services, Office of the Secretary of Defense, and agencies
that’ve supported the unique research venue as a team, and I’m
excited about what their research means for our warfighters in the
future.
A&M: The Army’s truck fleet is always a topic of high
interest. Where is the Army going with its truck fleet?
Mr. Davis: Today the Army’s truck fleet is highly capable and
very young. We invested heavily over the last decade in new
trucks with an emphasis on protection, and you can see that in
the amazing MRAP program and in the armor-capable focus
across our wheeled vehicles. I don’t expect that emphasis to go away,

but right now we also see the Army’s budget changing and feel the
same emphasis on flexibility—restoring some maneuverability and
performance.
The next big change in the fleet, of course, will be the fielding
of the Joint Light Tactical Vehicle (JLTV) with our Marine Corps
partners. I’m very impressed with that program, and it’s a great success
story about what a focus on requirements coordination and mature
technologies can do to improve affordability and capability at the same
time. The program is well on track to release its production request
for proposals later this year and begin choosing the best value for our
soldiers and Marines.
Beyond JLTV, we’re working hard to continue sustaining today’s
fleet. We look forward to procuring a heavy dump truck in the next
few years, while also looking at ways to improve performance in some
of our other programs. One of the most important projects in the truck
area lately is something generally referred to as “autonomy.” That’s a
big umbrella most people take to mean self-driving cars, but it really
includes a wide range of technologies. In fact, I suspect many of us
have cars with “driver-assist” technologies that tell us if we’re getting
near another vehicle or offer similar warnings. There is a lot of ground
to cover between that and autonomous convoy operations, especially
ensuring that we have a flexible architecture on which we can build

Logistic Support Vessel-2, the U.S. Army Vessel CW3 Harold A. Clinger, gets underway from its home port on 2 July 2014 to conduct the first of eight surface lifts between
Kaneohe Bay and Kawaihae Harbor, HI, in support of the 3rd Marine Regiment as part of the biennial Rim of the Pacific exercise. (Sgt. 1st Class Mary Ferguson)

12 | A&M and UTS November 2014

tacticaldefensemedia.com

PEO Corner
prove critical in any number of environments. This is a unique and
important capability, and I look forward to helping shape its future
investment strategy in a way that improves combatant commanders’
ability to meet their missions.
A&M: Any closing comments about the future?
Mr. Davis: One of my guiding rules in acquisition is to make the same
decisions with the Army’s money that I would make with my own.
What we do is a special trust, and we owe both the soldier and the
taxpayer our best effort to get the most capability we can within our
budget. As the Army grows smaller in the next few years, the emphasis
on wringing value from our programs will only grow greater.
So, I’ve challenged my team in a couple of areas. I’ve asked them
to see what technologies we might be able to incorporate today—at
little or no cost—that will pay dividends in the future, saving the Army
maintenance, supply, fuel, and other costs. I’ve also challenged them
to look carefully at data with tools such as our Capability Portfolio
Analysis Tool to evaluate investment decisions and identify program
or affordability challenges early. Acquisition is a team sport, and
only by engaging our partners—research, requirements, users, other
services, Congress, etc.—early and often can we really do our best. I
can’t imagine a better job than being a PEO, a better team than the
tremendous folks at CS&CSS, or a more meaningful customer than the
American soldier. Together, I know we’ll continue to do great things.

for the future in various platforms. Our team is heavily engaged with
the requirements and research communities, and I’m excited to shape
solutions like this for the future force—another way to reduce resource
demands and improve soldier safety.
A&M: Are there any particular areas of your portfolio that
give you particular concern?
Mr. Davis: In many parts of our portfolio, we’re fortunate to have
received a decade or more of sustained investment that left equipment
relatively young and up to date. The truck fleet is a good example.
However, the rest of Army transportation assets—Army watercraft—
present quite a contrast.
While we continue to invest in trucks, the last vessel procured
by the Army entered the fleet in 2007, and most of the fleet is much
older—about a quarter of it is more than 40 years old. Besides the basic
vessels themselves aging, technology and threats have outpaced many
of our investment plans. The fleet’s communication and navigation
capabilities might be fine for the operating realities we expected
decades ago, but threats and technology have changed. We need to
invest in more modern capabilities and to extend the lives of vessels’
hulls while we plan for follow-on vessels to meet future needs.
Army watercraft represent an important capability on which
our combatant commanders rely, especially as we continue to expect
more diverse operating environments in places such as the Pacific.
Our modular causeways, landing craft, and other vessels give theater
commanders an expanded entry and maneuver options, which could

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ooele Ordnance Depot was originally established in 1942
as an ammunition storage site and re-designated as Tooele
Army Depot (TEAD) in 1962. The War Department
assigned Tooele the wheeled-vehicle maintenance mission with
responsibilities over topographic equipment, troop support
items, construction equipment, generators, and other types of
tactical-wheeled vehicles. In 1964, TEAD assumed command and
control of the Defense Non-tactical Generator and Rail Center
(DGRC), which is currently located at Hill Air Force Base.
Under Base Realignment and Closure (BRAC) 1988 law,
TEAD assumed the general supply storage mission from
Pueblo Army Depot Activity and eliminated TEAD’s troop
support, maintenance, storage, and distribution missions.
The realignment of all maintenance and supply missions was
completed in 1995. In 2000, TEAD realigned another mission,
the DGRC command and control, to Anniston Army Depot.
As one of only five wholesale ammunition and missile storage
and distribution sites in DoD, TEAD is a critical component of
the ammunition industrial base and serves as a primary hub for
conventional ammunition, supplying all U.S. military services
throughout the world.

Current Mission Focus

TEAD specializes in ammunition logistics. As a power projection
platform for the joint forces, TEAD receives, stores, maintains,
issues, demilitarizes, and tests conventional ammunition. It
is a conventional ammunition hub in the West for rail, truck,
and air shipments and can employ one-day delivery to the
West Coast ports in approximately 11 hours. TEAD is also the
western Centralized Ammunition Management (CAM) facility
in support of mobilization and training requirements. The depot
stores ammunition for all Armed Forces. With more than 75,000
square feet of facility space, the depot meets the maintenance and
production needs for both government and commercial clients.
As an integral part of its core mission within the Army
Materiel Command (AMC), TEAD offers complete disposal
services for aging and obsolete conventional ammunition.
Utah state-certified demilitarization methods and capabilities
include open detonation; open burn; static fire; incineration;
and reclaim, reuse, and recycle (R3) technology to include
disassembly, hydrolysis, and super-critical water-oxidation
methods.

14 | A&M and UTS November 2014

Demilitarization of conventional ammunition is one of TEAD’s core missions. TEAD
may destroy unused or unstable ammunition using open burn/open detonation (OB/
OD). (Army)

In 2011, TEAD received an urgent request from the Army to
inspect 4,000 90 mm anti‐personnel, recoilless rifle rounds along with
instructions to ship 1,874 as soon as possible to support operations
in theater. An eight‐man team prepared a secure area and used an
assembly line model to complete all inspection requirements in less
than five working days. The crew inspected an average of 803 rounds
per day, ensuring the entire project was completed by the deadline.

Addressing Today’s Challenges

TEAD is unique in that it is a designated Center for industrial and
Technical Excellence for the Ammunition Peculiar Equipment (APE)
program. The objectives of APE are to provide a central source of
standard, modern, safe, efficient, reliable, and environmentallyacceptable equipment for ammunition operations, to prevent
damage to ammunition or related facilities, and to prevent injury
to personnel as a result of unauthorized or improper equipment
design, use, or modification. APE is used worldwide, with the
majority of the equipment being used in wholesale sites such as Army
ammunition plants, arsenals, and depots. The equipment supports
munitions maintenance, renovation, inspection, surveillance, and
demilitarization operations. APE is also located at retail sites such
as Army posts, camps, stations, other military service sites, and
commercial contractor sites.
APE ensures responsiveness to the technological challenges
imposed by new, modern munitions. Within the Army, this is
accomplished by active participation with program managers (PMs)
and tactical, missile-integrated, product teams. Within the Air Force,
Navy, and Marines, this is accomplished through active participation
with the Program Executive Offices and PMs. This involvement makes
the developers aware of existing capabilities within the APE program
and provides APE design engineers with data required to design,

tacticaldefensemedia.com

Command Profile Tooele Army Depot

Joint Partnering

Specializing in ammunition logistics as a power projection platform for the joint
forces, Tooele maintains its own rail system for shipping munitions. (TEAD)

develop, and fabricate APE to meet emerging needs for support of
ammunition programs.
One of the advantages for all services is that the APE program
provides equipment that is tested to DoD standards, making
them reliable and safe to operate in any ammunition operational
environment. In addition, the equipment is tailored to meet specific
service requirements and stringent explosive safety and ammunition
operational needs. APE employees provide equipment fielding, new
equipment training, on-site assessments, and technical support
throughout the life cycle of the equipment.

Alternative Energy Awareness

TEAD is leading the way for the Army in the use of alternative energy.
Because of its western location and large source of available land,
TEAD is an ideal location for alternative energy initiatives. A key
project is the Stirling Solar Array renewable energy development. The
solar array features 429 dishes and occupies 15 acres. The energy array
supplies the capacity to power 300 to 400 homes. The array is enabling
TEAD to reach the goal of becoming a net-zero installation, one that
produces as much energy as it consumes. Developing alternative energy
sources allows the depot to support its mission to supply the warfighter
more efficiently. It is estimated that over the course of a year, the value
of electricity produced by the solar array equals nearly $260,000.
The installation also has a stand-alone wind turbine, the first on an
Army installation. At its full capacity, the turbine can produce another
30 percent of TEAD electricity requirements or enough energy to
power 400 homes. Due to these contributions, TEAD now has plans to
add an additional turbine.

Forward-looking Efforts

TEAD’s master plan strives to modernize its infrastructure in order
to increase safety and efficiency, and best meet customer needs.
The depot has more than $23 million currently invested in ongoing
modernization projects. Most of the 1942-era buildings at TEAD
require significant renovations in order to continue to meet mission
requirements. TEAD’s extensive modernization program goal is to
update all facilities to 21st century standards.
In 2014, TEAD honored Mr. Orville Mooberry, the first
civilian employee at the depot in 1942, by unveiling a $2.2 million,
17,169-square-foot building renovation named in his honor. This
facility houses manufacturing equipment such as mills and lathes that
support DoD with manufacturing and assembly of specialized APE.
An additional APE manufacturing and assembly facility is also under
construction and scheduled to be completed soon.

tacticaldefensemedia.com

In 2006, the Hawthorne Army Ammunition Depot (HWAD),
located in Nevada, was selected by DLA Strategic Materials to be
the consolidation location for long-term storage (40 + years) of
the Department of Defense stockpile of elemental mercury. The
mercury is one of many commodities stored in the National Defense
Stockpile and managed by DLA Strategic Materials. The stockpile
consists of approximately 4,890 tons of commodity-grade, elemental
mercury.
To satisfy the terms of an agreement with the Nevada
Division of Environmental Protection, DLA Strategic Materials
is transferring the mercury from three-liter steel flasks into new
one-metric-ton containers. Prior to relocating the mercury to
Hawthorne, the 40-to-50-year-old flasks were stored in Ohio,
Indiana, and New Jersey.
TEAD received a contract in 2012 from the Defense Logistics
Agency (DLA) Strategic Materials to fabricate these new one-metricton containers to be completed in fiscal year 2013. The contract was
for one base year with four option years at 400 containers per year.
A total of 2,000 containers will be fabricated over a five-year period.
The total value of this contract is approximately four million dollars.
The first-year requirement of 400 containers was delivered to
HWAD on time, and TEAD is already working on the next 400, due
for delivery this fiscal year. While this contract was being fulfilled,
TEAD identified an opportunity and completed a Lean Six Sigma
project which thereby saved DLA approximately $76,000 in materialrelated costs.
Earlier this year, ballistic foam for the A-10 Thunderbolt, located
at Hill Air Force Base in Ogden, UT, became a critical mission when
the U.S. Air Force community removed a waiver that had allowed
use of uncoated foam in maintenance. At that time, 25,000 pieces
of uncoated foam sat in inventory while demand for coated foam
increased. TEAD subsequently received a request from DLA in
Ogden to assist with application of foam coating of approximately
1,870 pieces of the uncoated foam. The foam-coating application
requirements consisted of applying flame-retardant spray.
As of fiscal year 2013, more than 6,600 uncoated foam pieces
have been coated at TEAD. The project is ahead of schedule and
under cost. This has been accomplished unusually quickly, given the
285 different National Stock Numbers (NSN) covering thousands
of foam pieces. In 2014, TEAD completed another Lean Six Sigma
project that saved DLA over $600,000 on this project.
In addition to these partnerships, TEAD’s business development
team actively pursues public-private partnerships, never to replace
the installation’s core mission, but to enhance the capabilities of
TEAD and fill any gaps in workload levels.

Installation Challenges

Regardless of the future environments facing our fighting forces,
TEAD is determined to rise to the challenge and continue its
excellent support to the warfighter.
For more than seventy years, TEAD has provided readiness
and rapid munitions response to America’s allies and warfighters
worldwide. The depot will proudly continue to provide storage,
inspection, maintenance, and testing of training stocks, as well
as war reserve ammunition. It will continue to design, develop,
manufacture, and deliver specialized APE, used in the maintenance
and demilitarization of munitions all over the world.

A&M and UTS November 2014 | 15

Strategic Leader PEO IEW&S

LEADING THE

ELECTRONIC AGE OF WARFARE

The Army’s leaders in sensors and electronic warfare
must rapidly transform requirements and requests from
the field into reality.
By Brandon Pollachek, Public Affairs Officer, PEO IEW&S

P

rogram Executive Office Intelligence, Electronic
Warfare, and Sensors (PEO IEW&S) has a mission to
provide affordable, world-class sensor and electronic
warfare capabilities, enabling rapid situational understanding
and decisive actions. PEO IEW&S products can be used for
targeting, situational awareness, force protection, cyber warfare,
and reconnaissance, surveillance, and target acquisition
(RSTA). These critical systems are integrated into the
network’s layers and enable persistent surveillance, allowing
the joint and coalition warfighter to control time, space, and
the environment, while greatly enhancing survivability and
lethality.
PEO IEW&S rapidly transforms requirements and validated
field requests into reality and supports critical current
operations, including counter-improvised explosive devices
(C-IEDs); aviation platform survivability; persistent intelligence,
surveillance, and reconnaissance (ISR); and the Integrated
Intelligence Architecture.
The IEW&S office is responsible for a multi-billion dollar
portfolio consisting of a combination of more than 80 programs
of record and quick-reaction capabilities. Addressing soldiers’
needs and providing them with capabilities in the most effective
and financially responsible manner is paramount to our success.

16 | A&M and UTS November 2014

These systems are integrated with other intelligence assets
into a system of systems architecture that provides ISR, force
protection, and RSTA collection capabilities, data repositories,
services, and exploitation capabilities across coalition
boundaries.
Fielded assets range from airborne and ground sensors to the
network connectivity and analyst tools used to exploit the large
amounts of collected information. Headquartered at Aberdeen
Proving Ground, MD, the organization has a presence at Fort
Belvoir, VA, Redstone Army Arsenal, AL, and Los Angeles Air
Force Base, CA.

PM ASE

The Program Management Office for Aircraft Survivability
Equipment (PM ASE) develops and fields premiere aircraft
survivability systems that maximize the survivability of Army
aircraft against a continually evolving threat without degrading
combat mission effectiveness. ASE provides aircrews with
infrared and radio frequency detection and countermeasures
against threats, as well as hostile fire and laser threat detection.

tacticaldefensemedia.com

Strategic Leader PEO IEW&S

B

A

C

D

A. The Enhanced Medium Altitude Reconnaissance
Surveillance System is the newest aerial ISR platform
in the PEO IEW&S portfolio. The system will provide
a multi-intelligence capability and has a Distributed
Common Ground System-Army on board. (Army)
B. Crews prepared a moored Aerostat balloon
for launch in Afghanistan. The Aerostat balloon is
equipped with 24-hour surveillance and communication
equipment and is used to help stop insurgents from
planting IEDs. (Spc. Jennifer Spradlin)
C. Distributed Common Ground System â&#x20AC;&#x201C; Army (PM
DCGS-A) operations. DCGS-A gathers, analyzes, and
shares significant amounts of information pulled into
a common environment to enhance soldier situational
awareness and improve the commanderâ&#x20AC;&#x2122;s ability to
protect the force. (PEO IEW&S)
D. Vehicles such as the MRAP utilize various fielded
PEO IEW&S systems for situational understanding and
force protection. Counter RCIED electronic warfare
systems, driver vision enhancers, position navigation,
and timing as well as forward-looking infrared sensors
are found in these vehicles. (Army)

tacticaldefensemedia.com

A&M and UTS November 2014 | 17

Strategic Leader PEO IEW&S

The future of ASE is
Integrated ASE, where
the sum of the whole is
greater than the parts
because of sensor and
data fusion. PM ASE’s
vision is an integrated
ASE suite that reduces
size, weight, and
power and defeats all
threats regardless of
airframe or mission.
The organization’s
goal is to move toward
common, modular
self-protection systems
that will keep our
soldiers safe now and
into the future.
Product
Manager (PdM)
Countermeasures
and PdM Sensors of
Huntsville, AL, are
part of the PM ASE.

PEO &IEW&S
PEO IEW&S HEADQUARTERS
SENIORHEADQUARTERS
LEADERSHIP

Mr. Stephen D. Kreider

Dr. Richard
H. Wittstruck

Program Executive Officer

Acting DPEO

PM ASE

Aircraft Survivability Equipment

COL Jong H. Lee
Project Manager

PM DCGS-A

Distributed Common Ground System–Army

COL Robert
M. Collins
Project Manager

PM EW

Electronic Warfare

Mr. James S. Childress
Deputy Project Manager

Mr. Michael E. Ryan
Deputy Project Manager

Countermeasures

DCGS-A Software Integration

CREW

LTC Kevin S. Chaney
Product Manager

LTC Donald L. Burton
Product Manager

LTC Kent M. Snyder
Product Manager

Sensors

DCGS-A Software Development

EWI

LTC Joseph R. Blanton
LTC Laura N. Poston
The Project Manager
Product Manager
Product Manager
Distributed Common
Ground System –
MFLTS
Army (PM DCGS-A),
Mr. Michael V. Doney
headquartered at
Product Director
Aberdeen Proving
CHARCS
Ground (APG),
supports the
Mr. Peter W. Travis
Product Director
Army intelligence
mission through the
development and
fielding of systems
dedicated to gathering,
analyzing and
reconnaissance platforms and sensors, the
sharing significant
intelligence community, and each other
amounts of information pulled into a
at all echelons from space to mud, via the
common environment that ultimately
enterprise’s ingestion of more than 600
enhances soldier situational awareness
types of sensors.
and improves the commander’s ability to
PdM DCGS-A Software Development,
protect the force. In addition to fielding the
PdM DCGS-A Software Integration
Army’s premiere intelligence enterprise,
of APG, MD, Product Director (PD)
PM DCGS-A provides translation and
CHARCS, and PD Machine Foreign
human intelligence systems such as the
Language Translation Systems (MFLTS) of
Counterintelligence/Human Intelligence
Fort Belvoir, VA, are part of PM DCGS-A.
Automated Reporting and Collection
System (CHARCS), which are utilized by
9,000 human intelligence soldiers across
PM EW
the Army.
The Project Manager Electronic Warfare
DCGS-A connects soldiers to
(EW) is the Army’s centralized acquisition
joing intelligence, surveillance, and
manager for tactical EW, signals

18 | A&M and UTS November 2014

Se

COL Joseph
P. Dupont
Project Manager

Mr. Mark C. Tutten
Deputy Project Manager

PM DCGS-A

&

M
De

LT

LTC Joyce B. Stewart
Product Manager
Info Warfare

LTC Kevin E. Finch
Product Manager
Prophet

COL Jonathan B. Slater
Product Manager

L

Senso

LT

Sens

intelligence (SIGINT), offensive cyber
operations, and electro-magnetic spectrum
management operations capabilities. The
collective PM EW capability portfolio
enables the brigade combat team
commander to seize, retain, and exploit an
advantage over adversaries and enemies in
both cyberspace and the electromagnetic
spectrum, while simultaneously denying
and degrading adversary and enemy use
of the same. This is accomplished by
fielding agile, affordable and holistic Cyber
Electromagnetic Activity (CEMA) materiel
solutions that conduct information
operations, cyberspace operations,
electromagnetic spectrum management

NORTHERN
EXPOSURE
The Future of Unmanned
Systems in the Arctic
By K. Joseph Spears

T

he Arctic is one of the world’s
last remaining frontiers.
Though mapped long ago,
much about this massive area
remains unknown. For example,
only ten percent of Canadian
Arctic waters are charted to
modern hydrographic standards.
Scientists know more about the
physical characteristics of the
moon and Mars than about the
waters of the planet and of the
Arctic, in particular.
The Arctic Ocean basin, a
landlocked sea similar to the
Mediterranean, is a harsh, yet
pristine environment. Icecovered for much of the year
and cloaked in darkness for six
months annually, the Arctic is
largely uninhabited and has limited
infrastructure for ocean governance.
This, however, is unlikely to continue.
Changes in sea ice conditions brought
about by climate change will allow human
activity to increase in the Arctic. The U.S.
Navy predicts up to 60 days of “open water”
in the area by 2030. There are still many hazards
and unknowns to this harsh area; diminishing sea
ice does not mean an absence of ice. In fact, the Arctic
Ocean Basin can actually become more dangerous as
more vessels navigate these remote waters.
Currently, there is both an infrastructure and information
gap related to governance, scientific research, environmental
preservation, and natural resources extraction in the Arctic. Both aerial
and underwater unmanned systems can play a major role in filling these
gaps through such roles as mapping the land and sea ice, monitoring burgeoning
infrastructure, and maximizing the capabilities of existing platforms. The Arctic
represents an environment where unmanned systems can adapt beyond the military context with

20 | A&M and UTS November 2014

tacticaldefensemedia.com

New Markets Unmanned Systems in the Arctic

On the 2014 search for Franklin’s vessels, the DRDC of Canadian Department of National Defence utilized an AUV, built by International Submarine Engineering Limited,
equipped with a high-resolution Kraken synthetic aperture sonar from a vessel chartered by the Canadian government. (Lee Carson/Norstrat)

which they are so often associated, and provide a test run of sorts on
how to use and regulate drones.

Stretching Maritime Boundaries

In August and September 2014, a Canadian team of government
scientists , academics, private sector researchers, and nongovernmental organizations—supported by the Royal Canadian Navy,
the Canadian Coast Guard, and Parks Canada—deployed to the Arctic
attempting to find the two sunken vessels of British explorer Sir John
Franklin, who had set out in 1845 to find the Northwest Passage but
was never heard from again after becoming trapped in the ice. The loss
of the Franklin’s Royal Navy vessels was a major mystery of the 19th
century that captured the world’s imagination. For the next 150 years,
the numerous expeditions commissioned to search for Franklin led to
much of the exploration of the Canadian Arctic. In 2007, the Canadian
government started using unmanned underwater systems, which have
matured and developed for Arctic operations, to scan the seafloor
looking for evidence of the vessels.
The search utilized an autonomous underwater vehicle (AUV)
owned by Defense Research Development Canada (DRDC) of the
Department of National Defence with an onboard and very robust side
scan sonar made by Kraken of Newfoundland. The team located one of
Franklin’s vessels—likely the wreck of HMS Terror—using a traditional
Klein side scan sonar towed by a government vessel. Previously, it was
believed that the ice had crushed these vessels, and that nothing was
left but a mass of splinters. Instead, the Canadian team found one of
the Royal Navy vessels in relatively shallow water, intact and upright
on the seafloor, in Simpson Strait in the fabled Northwest Passage. The
location remains a secret and has been designated a national historic
site under Canadian legislation.
The underwater autonomous vehicle was designed and built by a
Canadian company, International Submarine Engineering Limited
of Port Coquitlam, B.C., which designed the vehicle to operate under
the ice for extended periods and map the seabed in order to define

tacticaldefensemedia.com

the outer edge of the continental shelf under the United Nations
Convention on the Law of the Sea. Article 76 of the convention allows
coastal states to extend the continental shelf beyond their 200-nauticalmile Exclusive Economic Zone (EEZ). The ocean substrate can be
rich in hydrocarbon resources, to which the coastal state lays claim.
This has been a boon for underwater autonomous vehicles, which can
search under sea ice (without requiring an icebreaker) and provide
oceanographic data.
Arctic nations are now mapping these waters in order to submit
claims to extend their respective continental shelves. Given its
abundance of untapped natural wealth, and as the Arctic becomes
more penetrable, these claims will occur more frequently and take on
greater significance. In 2007, for example, Russia claimed the North
Pole based on research indicating its continental shelf extended that
far. In the summer of 2014, a Canadian expedition of two icebreakers,
the CCG Louis St. Laurent and CCG Terry Fox, mapped waters near
the North Pole as part of Canada’s claim for the extension of the
continental shelf based on geological substrate and other physical
oceanographic characteristics. In the past, such expeditions utilized
AUVs, and they are likely to do so again.
Canada has worked closely with the United States in joint Arctic
research cruises to delimit the outer continental shelf in the Arctic
in their respective waters. This has involved the research icebreakers
USCG Healy and CCG Louis St. Laurent which utilized AUVs to map
bathymetric information to support a claim to extend the continental
shelf. Use was also made of unmanned aerial vehicles (UAVs) by
researchers aboard the vessels. (The Raven by AeroVironment was
operated by a U.S. Air Force captain in this case.) These UAVs proved
to be capable and robust in 2011.
While the successful search for the remains of the Franklin
expedition garnered the personal attention of Canadian Prime
Minister Stephen Harper, the bigger story was that unmanned
systems provide a cost-effective solution to the Arctic navigation
dilemma. As the presence of military forces, international shipping,

ecotourists, resource development, and scientific research increases,
Arctic information gaps will need to be filled. Unmanned systems may
continue to furnish a relatively inexpensive way to assist in mapping,
natural resource development, and, as shall be seen, coping with
increases in marine traffic through the Arctic waters of Canada, the
United States, Greenland, Norway, and Russia.

New Routes, New Opportunities

Increased levels of international shipping will be a game changer for
global trade as the Arctic Ocean warms to the point where vessels can
transit across its basin, shaving off travel days, thousands of kilometers,
fuel costs (the industry’s largest cost driver), and Panama canal fees,
to name just a few. In addition, there are numerous mineral resources,
including hydrocarbons, in this region. The United States Geological
Survey (USGS) estimates that 30 percent of the world’s undiscovered
energy resources are located in the Arctic, as well as numerous
minerals and rare elements used in the manufacture of microchips and
other electronic components.
In the past, ice conditions made development of these resources
prohibitive; specialized icebreaking vessels were required, and they
were too costly to build and operate in sufficient numbers. As the sea
ice recedes and thins, such ships may no longer be necessary.

UAVs: Useful Tools in Harsh Climates

These developments render UAVs useful in a number of roles. First,
in the case of Canada, the world’s largest coastal state with 244,000
km of coastline and 9.3 million km² of ocean space, UAVs provide
government agencies a cost-effective means of monitoring these waters.
The Canadian government is deeply concerned about its sovereignty
in the North, which is very sparsely populated. Ottawa claims the
Northwest Passage as internal waters, and maintaining real-time
maritime domain awareness over these potential shipping lanes is
critical to Canada’s sovereignty claim. With some estimates calculating
UAV operating costs at only 10 percent of those of a helicopter, they
will play a critical role in Canada’s Arctic policy.
Second, the environment and shipping routes remain hazardous
regardless of sea ice decline, and current sensor platforms, such as
manned aviation, operate sub-optimally in the extreme conditions
north of 60 degrees latitude. This ongoing risk provides the unique
opportunity for the development of UAVs to be in on the ground floor
for data collection independent of other sensor platforms. Unlike more

22 | A&M and UTS November 2014

populated areas of North America, the Arctic has fewer existing
governance structures and infrastructure within which UAVs
would have to safely integrate. One need look no further than
the ongoing debate between the Federal Aviation Administration
(FAA) and UAV proponents on how quickly to open the National
Airspace to drones to see why a less populated region would suit
these systems well. That said, it should be noted that for high
altitude use of UAVs, numerous polar air routes cross through
Canadian and U.S. airspace. Therefore, any use of drones at such
altitudes in or near commercial airspace presents air traffic control
conflicts. In addition, geostationary satellites lose their ability to
communicate above 66 degrees North.
UAVs represent a platform able to collect a wide variety of data
depending on the sensors used, and their potential is essentially
unlimited even in the harsh conditions characteristic of northern
latitudes. This year, the DRDC conducted UAV research at Alert,
the most northerly military base and community in Canada, on
Ellesmere Island. The UAVs tested were shown to be reliable and
useful. Other uses of UAVs thus far have included assisting U.S.
Coast Guard icebreakers, providing real-time information with
respect to predator control concerning polar bears, pollution
monitoring, and tactical ice navigation (see sidebar).
Third, the diminishing ice conditions and lengthening
commercial navigation should allow for the development of
previously uneconomical resource extraction activities. Interest in
these areas is not notional: The USGS estimates that there are “90
billion barrels of undiscovered, technically recoverable oil, [and]
1,670 trillion cubic feet of technically recoverable natural gas” in
the Arctic Circle.
In both Canada and the United States, the environmental
approval process for the development of commercial-scale projects
in the Arctic, such as mining and oil and gas drilling, is lengthy
and detailed. To be approved, the project applicant must provide
baseline data of the existing environment and the possible impact
that a proposed project will have on these sensitive and pristine
ecosystems. Thus, there should be a rapidly increasing demand for
scientific research well into the century.
This emerging demand is in addition to pure research that is
undertaken by a variety of academic institutions and government
agencies. Rugged, small, and relatively simple UAVs cost a fraction
of the cost of aircraft with certified pilots, infrastructure, and

tacticaldefensemedia.com

New Markets Unmanned Systems in the Arctic

At Work in Any Latitude
Textron Systems’ Aerosonde Small Unmanned Aircraft
System (UAS) has logged tens of thousands of hours for the
U.S. military. The “Group II” system, weighing between 50
and 75 pounds at takeoff, is launched expeditiously either
on top of a vehicle or by catapult and recovered through a
net or belly landing. Aerosonde, according to Textron, is the
only unmanned aircraft in its class using an FAA-certified
manufacturer (Lycoming) to make its engine. In the civil
market, Textron sees potential for the Aerosonde in agriculture,
surveying, mapping, infrastructure monitoring, and border
security, among other commercial market areas.
Aside from military uses, Aerosonde has shown its worth
on either end of the globe—in the Arctic and Antarctica—and
in a range of weather conditions over the past two decades.
For a 2012 University of Colorado Antarctic expedition,
Textron outfitted an Aerosonde system with meteorological
instruments to measure pressure, temperature, relative
humidity, winds, radiation, surface temperature, ice thickness,
and glacial marking.
“We’ve worked in Barrow, AK, in -40 degrees Fahrenheit,”
Dave Phillips, vice president of small and medium endurance
UAS at Textron, said. “We’ve learned [the importance of]
having good data on your system.” Telemetry information is
streamed to the ground control station so critical airborne
sensors are monitored in real time. Engineers have used this
information as a feedback loop to improve the system over the
long-term, creating a robust system without a myriad of aircraft
variants.
Aerosonde engineers learned about the mechanical and
electrical properties that change due to weather by going
to different places and finding out what happened. “The

fuel support. Moreover, smaller drones are often better suited for
aerial monitoring as they do not significantly disturb animals,
which is especially important when monitoring sensitive wildlife
populations enduring environmental stressors arising from climate
change.
Fourth, in much of the Canadian Arctic archipelago, there is
very little aviation infrastructure—most runways are gravel—and
arguably on some days there are more people in transpolar flights
than there are residents in Nunavut (36,408). It can be costly to preposition fuel caches and ensure housing requirements for aircrew in
far-flung islands thousands of kilometers away from urban areas.
In Alaska, for example, the U.S. Coast Guard operates fixed
and rotary wing aircraft from a temporary facility at Nome on
a seasonal basis while its annual Arctic operation, Arctic Shield,
is underway. Canada does not maintain any dedicated military
search and rescue aircraft in the Arctic, even during the summer
season. In an emergency, search aircraft must deploy from southern
Canada—often taking 10 hours to render assistance to a marine or
aviation casualty. UAVs can play a major role in search and rescue
response in this region.

tacticaldefensemedia.com

An Aerosonde flies over
Antarctica. (Textron)

feedback loop cycle and the intelligence of our telemetry
provided us the framework to do a systems engineering job
that created an aircraft that can go from one extreme to the
other,” Phillips said. This feedback loop is particularly important
in the Arctic, where dampness, salty air, and extreme cold are
quite harsh on airframe components, electronic payloads, and
optics.
The system is known for endurance and adaptability.
In 2006, the Aerosonde set a world record for its class by
staying in flight for 38 hours without refueling, and typical
configurations permit over 14 hours of endurance with a data
link range of approximately 100 km. Textron is working on
shipboard launch and recovery using a “roll on, roll off” system
that does not require modifications to the vessel. “We know
how to launch and recover from many different kinds of ships,”
Phillips said. “The ships we operated on ranged from small to
large, and we know that space is very limited. Our footprint
takes into account a small space claim.”
– George Jagels

Governance: Air and Sea Regulations

In Canada, the regulation of UAVs has not proved as problematic
as in the United States. The Canadian regulatory agency, Transport
Canada, acting under the authority of the Aeronautics Act, regularly
issues Special Flight Operating Certificates under Canadian Aviation
Regulations, especially in the Arctic where airspace conflicts are rare
and UAVs are clearly useful. Given the remote nature of the Arctic
and the importance of governance, it’s fair to say that there is more
flexibility in the use of UAV systems under the Canadian regime. In
the United States, the FAA has essentially banned all UAV operations
and has a cumbersome approval process at present. The FAA has
designated test ranges for “research and commercial purposes” north
of Alaska (and elsewhere) that are being used as a test and research
airspace for UAVs operations. Over time, the U.S. government’s
approach will likely evolve to take into account the importance of
unmanned systems to Arctic governance. In June 2014, for example,
the FAA allowed commercial overland drone flights for pipeline
inspections in Prudhoe Bay on Alaska’s North Slope. This was the first
approval of commercial overland UAV use in the United States.
In the subsurface realm, there are no regulatory requirements, but

A&M and UTS November 2014 | 23

New Markets Unmanned Systems in the Arctic

Breaking the Ice with Drones
Fednav, a shipping firm based in Montréal, is pioneering the
use of UAVs for tactical ice navigation. The company operates
a number of ice-breaking commercial bulk carriers yearround to mines in northern Canada, and this year Fednav is
trying something unique: sending the M/V Nunavik to China
through the Northwest Passage unescorted with a cargo
of nickel concentrate. This vessel is one of the largest, most
powerful commercial icebreaker in the world. This voyage will
shave 4,000 km off the journey to China, both decreasing fuel
consumption and reducing overall travel time.
Traditionally, vessels engaged in Canadian Arctic navigation
have relied upon the support of Canadian Coast Guard
icebreakers operating small helicopters to provide tactical ice
navigation. These icebreakers have been purpose built with
the flight deck and covered hangar facilities on board. With
satellite imagery and other sensors, there is now a variety of
real-time information sources for ice navigation through the
government of Canada’s Canadian Ice Service and the Fednav
subsidiary Enfotec.
However, there is still a need for real-time tactical ice
navigation information during a voyage to minimize fuel
consumption and time spent in finding the optimal route
through the ice. Ice navigation is as much an art as a science.
Often, the wind-driven sea ice can raft and stretch over 30 feet
thick in pressure ridges, capable of stopping even a powerful
icebreaker. Fednav used small rotary UAVs on their vessel M/V
Umiak 1 off the Labrador coast in the spring of 2014, and this
test proved highly successful.
UAVs can be readily deployed from the vessel itself
without any specialized modifications, in contrast to extensive
changes needed to use a ship-borne helicopter. Transporting
a helicopter onboard a vessel is subject to strict regulatory
requirements with respect to the aircraft’s fuel storage

there will be ocean space conflicts that would normally be covered
under the internationally accepted Collision Regulations involving the
navigation of surface vessels. This marine governance issue will need to
be addressed in the coming years as AUV activity increases.

Peering Ahead

The Arctic provides an excellent and harsh testing ground to gauge
the efficiency of undersea and aerial robotic systems. Commercially,
the need for baseline data will grow as the Arctic opens up to resource
development and commercial shipping. It is clear that UAVs provide a
force multiplier for end-users with
a requirement to obtain real-time data on a cost-effective basis
in the Arctic. UAVs can aid in solving governance challenges to this
influx of shipping by expanding the real-time information available
to government regulatory agencies in these remote waters. Though
climate change has made the Arctic more hospitable, it is still a
dangerous and difficult environment; fortunately, extensive testing has
shown UAVs can successfully operate in the far north.

24 | A&M and UTS November 2014

(Fednav)

and operation as well as fire suppression and manning
requirements for the pilot and engineering staff.
Captain Tom Patterson, Fednav’s senior vice president,
stated, “The use of UAVs is proving to be extremely beneficial
to identify many ice features that should be avoided ahead of
the vessel, as well as identifying open water leads to improved
voyage efficiency.”
The voyage through the Northwest Passage of the
M/V Nunavik, which is ongoing as this issue went to press,
will highlight the importance of the development of this
technological capability. UAVs allow the ship’s officers to obtain
real-time information about ice leads and ensure safe and
effective navigation, which reduces vessel operating costs
and risk to the marine environment. This is in keeping with
the goals of the Arctic Council and the International Maritime
Organization, who want to develop leading best practices
for safe navigation under the Polar Code for Arctic shipping.
UAVs will prove a fixture of the Arctic Ocean environment for
decades to come.
– K. Joseph Spears

The Royal Canadian Navy will soon build a class of Arctic offshore
patrol vessels (AOPS), and unmanned systems will be an integral part
of the force multiplier used to extend these vessels’ reach, giving them
a multi-mission and sensor capability coupled with robust data fusion.
As this summer’s successful search for Franklin’s ships has shown,
both aerial and subsea unmanned systems will be an integral part of
Arctic activities in this coming century; a century in which the Arctic
will no longer be a frigid curiosity but rather a global strategic and
economic asset.
K. Joseph Spears is a maritime barrister and ocean policy consultant
with Horseshoe Bay Marine Group. Joe is a pilot and has worked in
the Canadian Arctic on scientific research. He has acted as outside
counsel to Canada’s regulatory agency, Transport Canada, as well as
other federal departments and has worked on Arctic shipping while
studying at the London School of Economics and the London marine
insurance market in 1986. He helped prepare Canada’s submission on
Arctic shipping to the Arctic Council in 2009. He can be reached at kjs@
oceanlawcanada.com.

tacticaldefensemedia.com

EXTENDING HUMAN CAPABILITIES

FARTHER AND FASTER

Where it’s unsafe or uncertain for humans
to go, Textron Systems gets you there. For
more than 25 years and nearly a million
flight hours, our mature, expeditionary and
multi-mission unmanned systems have extended
human capabilities in challenging or dangerous
situations, enabling you to see, understand and
act decisively whenever time is critical.

t’s tomorrow. The rain has been falling for hours, showing no signs
of relenting. The town’s river, already full from a wetter-than-usual
spring, has begun to overtop its banks and the preventative levees.
Water flows into the floodplain, works its way into the streets, and
approaches homes and nearby structures. In the face of this apparent
disaster, the town’s residents are surprisingly well-informed.
Individuals are receiving real-time updates on their computers,
tablets, and smartphones. The local government, emergency response
personnel, crisis managers, and residents know where the water is.
They know the forecast for the rain. They know the river’s boundaries:
where it was, where it is, at what rate it is changing, and where it is
forecasted to be. They know the status of the levees: where they are
strong, where they have been compromised, and where bulges and soil
saturation levels indicate near-collapse. First responders also know the
status and location of the people who have been caught in the flood
and the best, most unobstructed path to take to provide assistance to
them. The information available has allowed the residents to be more
prepared, better protect themselves, and work better with local and
state officials.
Behind all of the updates provided to residents and emergency
personnel is synthetic aperture radar (SAR) technology flown on small
unmanned aerial vehicles (UAVs) owned by the local municipality, the
state, or commercial services. SAR, which utilizes radio frequencies
to generate imagery, obtains high-resolution imagery of an area
regardless of weather conditions. By comparing imagery of the
same area obtained from multiple passes, a SAR system provides
information about how an area has changed over time. SAR systems
isolate and track moving objects, such as people and vehicles. All
of this information is processed in the air, sent to the ground via a
communication link, and disseminated via the Internet in virtually
real time.

Understanding SAR Technology

Although the situation described above is somewhat hypothetical,
SAR technology has advanced so far in the past few decades that this
idealistic use of SAR is a realistic possibility in the very near future.
In general, SAR technology is able to produce high-resolution images
of an area by leveraging a moving platform to synthesize an aperture

26 | A&M and UTS November 2014

that is much larger than the antenna’s physical size. Most antennas
are only able to produce an angular resolution that is no better than
the wavelength divided by the instrument’s aperture. SAR technology
synthesizes an aperture that is much broader than the physical antenna
by combining measurements obtained as the equipment is flown over
a scene. This allows a SAR to produce high-resolution images that are
not dependent on the distance to the target or the conditions under
which the image was obtained. In other words, a SAR is able to produce
the same high-resolution images on a clear day or in darkness, in thick
fog, or in smoke.
SAR technology has existed in some form since the 1950s. Early
versions of the technology were so large that images could only be
produced from large aircraft or orbiting satellites. In addition to being
large, early SAR technology either used optical image formation
methods or required so much data processing that images could only
be produced long after the data was acquired using on-the-ground,
post-processing techniques.
Recent advancements in engineering, manufacturing, and in
the way SAR data is collected and processed have decreased the size,
weight, power consumption, and cost of SAR systems and enabled data
to be collected and processed in real time. Take, for instance, IMSAR’s
NanoSAR, which weighs less than 2.6 pounds when combined with
antennas and an inertial navigation system, has a volume of less than
40 in3, and consumes less than 30 Watts of power in most modes.
SAR systems with similar specifications are now small enough to be
integrated onto sub-20-pound UAVs and onto smaller manned aircraft.
In testing exercises and demonstrations, SAR systems have obtained
imagery from UAVs as small as a ScanEagle and Puma.
At the same time that the size of SAR systems has been decreasing,
the capabilities of those systems have been increasing. SAR systems are
now able to perform multiple modes, including stripmap SAR imaging,
circSAR, spotlight SAR, coherent and non-coherent change detection
(CCD/NCCD), multi-pass change detection (MCD), maritime search,
and moving target indication (MTI). SAR systems have also been
successfully used with other sensors to create multi-mode systems. For
example, SAR systems can cross-cue electro-optical/infrared (EO/IR)
sensors based on detections obtained in SAR imagery or in data from
other modes. In virtually all of these modes, simplified data processing

techniques allow data to be processed in the air and sent to the ground
in virtually real time.

Potential Uses: Military and Beyond

The decrease in size and increase in capabilities of SAR systems
have significantly broadened their potential applications. Like most
radar technology, SAR systems have been primarily used for military
applications. As currently used by armed forces, SAR systems provide
all-weather intelligence, surveillance, and reconnaissance (ISR)
information during the day and at night. The systems perform widearea surveillance, detect change, and moving targets, and complement
(instead of replace) other sensors. These features make SAR systems
a valuable military ISR asset for monitoring patterns of life, detecting
otherwise hidden objects, and tracking targets of interest without the
need for large numbers of operators
Although militaries are likely to remain significant users of SAR
systems, the applications of the technology as well as the smaller size
and lower cost of these systems makes them increasingly attractive and
available for use in research and commercial applications. The move
of SAR systems into the research and commercial space has already
begun with interesting applications coming from many industrial
sectors to solve existing challenges. For instance, the ability of SAR
systems to penetrate snow and reveal ice ridges in large sheets of ice
could locate openings in pack ice and save significant amounts of
time and money for navigation of ice breaking ships. In agriculture,
SAR systems can identify water on land or in soil, allowing farmers
to identify areas of over- and under-watering in their fields. In the oil
industry, SAR can detect oil on water, empowering oil companies to
effectively and efficiently locate and track oil spills. SAR systems can
also be used by search-and-rescue operations to locate lost individuals
at night, in low-visibility conditions, in water, or other difficult
environments and conditions.
The advantages of radar-based solutions, demonstrated in current
industries, have led researchers to ascertain how radar can solve
emerging problems such as those born out of the popular interest
in UAVs. For instance, recent research has sought to determine the
use of SAR-like radar systems to perform collision avoidance. This
would allow UAVs to fly within the National Airspace System (NAS).

tacticaldefensemedia.com

Like other collision-avoidance sensors, radar systems are able
to sense other airborne objects within the surrounding airspace
with detection ranges long enough to provide early warnings of
potential threats. These systems can be designed to cover forward,
peripheral, and postern threats. One advantage of radar systems
over other sensors in collision avoidance is that radar systems can
sense other airborne objects during the day, at night, in inclementweather, and in other low-visibility conditions. Radar can also
detect non-cooperative potential threats, those that may not have a
similar system. Furthermore, today’s radar systems can be designed
small enough to perform collision avoidance functions from small
UAVs while maintaining other sensors on the UAVs for other
purposes.
In addition to applications of SAR technology which are already
being utilized and explored, it is difficult to overemphasize the
impact that the small size, weight, and power of SAR systems have
on many other potential applications, yet unexplored. Many areas
of industry and commerce are expanding, and the need to maintain
a clear idea of space, place, and activity demands solutions that are
quick, versatile, efficient, and available. The greatest challenge to
the adaptation of SAR systems in non-military spaces is the lack
of knowledge concerning the increasingly available technology.
Indeed, much of the current and future challenges that face
contemporary entities—whether law enforcement, archaeology,
cartography, raising livestock, fishing, or many others—can be
helped by the information available by modern radar systems.

Looking Ahead

SAR technology has come a long way since the large, cumbersome
versions that existed since the 1950s. Decreases in size, weight,
power, and cost, in conjunction with increases in capabilities,
have significantly expanded the potential uses of and markets
for SAR technology. The future is likely to see increasing use of
SAR technology in commercial applications, and the near-future
possibilities for the technology are impressive. Before too long,
residents of a town may be using their tablets or smartphones to
receive real-time updates on the status of a nearby flood. SAR
technology could make it happen.

A&M and UTS November 2014 | 27

Leadership Perspective

MANAGING

the Transition

Matching Army Robotics Force Structure and Strategy
Lieutenant Colonel Stuart Hatfield is the Robotics
Branch Chief, Dominant Maneuver Division, Office of
the Deputy Chief of Staff, G-8, Department of the Army
in the Pentagon, where he manages the Army’s $800
million budget for Robotics and Unmanned Ground
Systems. LTC Hatfield is the Army Staff lead integrator for
Unmanned Ground Systems, and he co-chairs the Joint
Staff Unmanned Ground Systems Integrated Product Team
to synchronize concepts, requirements, technology, and
standards for remote and autonomous systems across the
Department of Defense. LTC Hatfield was honored by the
National Defense Industrial Association as the 2012 Ground
Robotics Champion.
Interview by UTS Editor George Jagels

UTS: Please discuss your office’s purposes and how you
plan on achieving your goals going forward.
LTC Hatfield: The Robotics Team within Army G-8 Force Development
is responsible for the modernization strategy and managing the
equipping and modernization budgets for unmanned ground systems
(UGS) and robotics in the Army. We manage the research, development,
test, and evaluation and procurement money that the program managers
use to continue tech development; engineering, manufacturing, and
development; and fielding of those systems. These funds are separate
from the science and technology (S&T) budgets used by RDECOM
and research labs managed by the Assistant Secretary of the Army for
Acquisition, Logistics, and Technology (ASA/ALT).
There is a plan to grow the office before the next budget cycle, but
right now it’s just me.
Our purpose is to provide a modernized force equipped with
affordable, modular, interoperable, and increasingly autonomous UGS,
enabling manned-unmanned teaming with improved protection,
persistence, and endurance for the warfighter.
Our focus for new programs is to address the priorities of:
1) Protect the force at increased stand-off distances from the threat and
hazards
2) P
ersistently monitor a changing, complex, operational environment
3) Lighten the warfighter’s physical and cognitive workloads
4) Sustain the force with increased distribution, throughput, and
efficiency
5) F
acilitate maneuver in wide area security and combined arms
operations

6) Conduct lethal and non-lethal engagements where manned systems
are limited, denied entry, or unavailable
To accomplish this, we are pursuing common chassis robots using
modular mission payloads and common controllers to maximize both
efficiency and effectiveness across the Army and joint services.
UTS: Which systems will be brought back from Afghanistan
and reset? How is this decided?
LTC Hatfield: The process used involved a close examination of
what enduring requirements the Army will have as we move towards
programs of record. In the case of a small, individual transportable
system, we’re working on the Common Robotic System-Individual
(CRS-I, or “Chrissy”) program of record—a backpack-able system with
modular mission payloads used by infantry, engineers, EOD personnel,
MPs, and Special Operating Forces. This will replace the Small
Unmanned Ground Vehicle (SUGV, terminated in April 2013) at half
the cost and half the weight. So if that’s the long-term program of record,
which of the non-standard pieces of equipment in the downrange
inventory best bridge to that capability? Which systems have a residual
lifecycle capability in terms of their lifecycle?
By residual capability, I mean that these systems typically have about
five to 10 years of use in theater (with refresh). For example, a system
purchased in 2005 and fielded and is worn out, then it has no residual

tacticaldefensemedia.com

Leadership Perspective

capability. If it’s relatively new or can be refreshed and get another three
to five years of lifecycle in order to serve as a bridging solution before
CRS-I is fielded to units, then that system became a candidate for reset
and recapitalization. We’re doing this for all Packbot and below systems
to meet the capabilities for dismounted warfighters.
For the Man Transportable Robotic System (MTRS) Increment
II [enduring capability]—which is a Talon-sized system—we have a
plethora of Talons, Packbots, and others that are being used and can
bridge towards this capability.
The last part of the process was a cost-benefit analysis of how
much it costs to take a non-standard piece of equipment and make it a
standard piece of Army equipment, which requires full material release
and type classification. The cost for each type of system is anywhere
between $2 and $7 million, comprising of additional testing, safety
release, vendors writing operating and repair manuals, and putting
repair parts in the Army supply system. So if we had only 12 of a
particular robot, it was probably not cost effective to maintain that fleet
and transition it into standard equipment. On the other hand, if we had
a fleet of 1,200 systems that were good bridging candidates with residual
lifecycle, then there was a cost-benefit potential to type classify that
system and maintain it.
Of the 5,500 systems we had downrange, the Army planned on
keeping 2,700 until we got the bill from ASA/ALT regarding the need to
perform type classification. After that, we decided to sustain 1,400-1,500
systems in soldiers’ hands as bridging [solutions] until we get the longterm systems.
UTS: In what ways will already-purchased systems be
refurbished?
LTC Hatfield: One of the largest concerns was frequency spectrum.
The frequencies the Army was allowed to use in Afghanistan was not
compatible with what the Federal Communications Commission (FCC)
allows for use in the United States. So, at the minimum that requires a
radio refresh or radio replacement on certain systems.
Another aspect is where we can, we will continue to pursue our
modularity strategy with interoperability and apply our Interoperability
Profiles (IOP, which define the electrical, mechanical, and logical
interfaces between the modules and components of the system) towards
these systems so that when we upgrade new components, we will be
able to facilitate competition within the upgrades. As an example, Army
EOD initiated our standardization program for EOD robots—MTRS
Increment I—and came up with a procedure to bring back robots (i.e.,
Talon by QinetiQ) with residual lifecycle, pull the components out of
it, and reinstall new interoperable and modular components competed
by component rather than the whole system being competed. Small
businesses can take advantage of this: Instead of going to the original
equipment manufacturer for the entire system and all components, if we
use that interoperability profile, a small business that specializes in arms
or radios can now compete for and win the contract for a select piece of
that system.
In this way we are making the system better than new and cost
effectively recapitalizing the investment of the chassis that we’ve already
purchased as opposed to buying all new robots. Because these systems
are coming out of theater, this type of recapitalization is being done with
overseas contingency operations budgets, in accordance with guidance
the Army has received from Congress. This also avoids us having to
transition this financial burden onto the base budget.

UTS: What is the Robotics Enhancement Program?
LTC Hatfield: We had a question from senior leaders [to the effect of]:
Since robotics are such a rapidly innovating field, how does the Army
continue to inform itself of what is readily available before making
a major commitment (i.e., setting up a program of record to buy a
thousand of the systems)? The length of time it takes stand up a program
of record is from three to seven years. [In terms of innovation timelines,]
robots are similar to laptops—you dispose of those every two or three
years—but robots are much more expensive.
So we used the Soldier and Marine Enhancement Program
mandated by Congress in 1989 as a model to set aside funds to do a
“buy, try, decide” methodology. In this case, anyone can come in with
a non-developmental item (commercial off-the-shelf, government offthe-shelf, or other mature technology systems) and recommend that the
Army buy some small quantity of the systems to evaluate them, similar
to a rapid acquisition but in very limited quantities. This allows us to
stay abreast of the state of the art in industry and inform an emerging
program of record or transition that capability into a program of
record, while helping to cut down on the timelines for developing [that
program].
The Robotics Enhancement Program (REP) is also a response to
industry’s frustrations that we had hosted three robot rodeos since
2009—costing them tens of thousands of dollars to participate in—
which didn’t yield contracts, programs, or a return on investment.
The REP is a way to allow for a small return on investment because we
purchase the systems from the company and use the program’s funds
for the evaluations and safety releases on the systems (rather than the
company). This also demonstrates good faith and maintains open lines
of communication with industry. The REP helps to bridge the gap
between the technology they have and the capabilities we are looking for
… [This is important because] it can affect concepts of operations and
how soldiers do their jobs.
This program will begin in 2015 and be managed by the Maneuver
Center of Excellence at Fort Benning and Program Manager Force
Projection under the Program Executive Office CS&CSS.
UTS: Please discuss efforts to attain commonalities within
and between classes of robots.
LTC Hatfield: Commonality begins with the interoperability profiles.
Between the Army’s Robotics System Joint Program Office and Navy

A&M and UTS November 2014 | 29

Leadership Perspective

A solider removes a SUGV-Mini EOD robot for deployment. (Army)

Advanced EOD Robotics System (AEODRS) [architectures], we
developed interoperability profiles to define the interfaces between the
systems and between the modules on the systems. What’s happening
within the module is not our concern; that’s the intellectual property of
the manufacturers.
In 2010, we came together with industry to compromise on an
industry-wide standard for some of these interfaces. The analogy I use
is the computer mouse. There are many different types—cheap ones,
expensive ones—but you know when you get it home it’s going to work
as long as you have a USB interface. With robots, we have the common
chassis and common interoperability interfaces. A small company that
builds robotic arms used to have to bet the family farm on which large
manufacturer interface they were going to partner with, whereas now
with the common interface interoperability profile they can build the
arm up from there and it will be able to plug and play with any system in
those classes.
[In the self-transportable category,] the emerging program of record
is the Squad Multipurpose Equipment Transport, which is a squad
follower system designed to carry the squad load. However, it can do
many more things, such as mounting a collection of engineering tools
for route clearance and marking, off-load power, non-standard casualty
evacuation, and network extension with larger, heavier radios. There
are also options beyond that [eventually] with tele-operated fire support
with a larger weapons than squads currently carry. That is not, however,
imminent.
UTS: Some of the far-term projects your office plans for
are decades away. Can you provide insight into how these
projects are decided upon?
LTC Hatfield: We have a process called the long-range investments
requirements analysis, which is a 30-year strategy where we look out for
what capabilities will be needed, take input from the S&T community
about when technologies will be ready, and then apply an affordability
constraint [regarding future budgets and resource prioritization] to
attain those capabilities for the warfighter. This year we’re looking out
to 2046 to see when technologies will be developed and how they will
affect the way soldiers do their job in an emerging, complex, and highly
uncertain environment.
UTS: How may a rebalance of forces away from desert
environments affect your buying strategy?

30 | A&M and UTS November 2014

LTC Hatfield: The Army’s focus now is the Training and
Doctrine Command’s Force 2025 and Beyond. This strategy and
force structure will deal with personnel cuts and determine what
future formations look like within that constraint as well as
accomplish the president’s directive to shift to the Pacific.
Operations in the Pacific will involve large expanses of
water, small islands, mud, triple canopy jungle, and so forth—
very different from a desert environment. The Army is aware
of challenges it will have with communications, the limitations
with unmanned aerial vehicle (UAV) coverage, the greater
need for ground reconnaissance, and dealing with personnel
constraints regardless of sequestration. The question is: How
can we facilitate the development of robots from tools and
members of the team? That requires additional autonomy and
artificial intelligence], among other things,] to enable, not
burden, the warfighter.
One example is currently tele-operation is in common use.
When a solider picks up a remote control to operate a robot, that
soldier is not holding his or her weapon and is out of the fight.
Compare that to a handler and a military working dog. They
communicate through visual and vocal signals [while the soldier
can carry his or her weapon at the ready]. This is the kind of
relationship we’d like to see with robots so that the soldier
is in the fight and robot is enabling the soldier’s protection,
persistence, and endurance.
There are already jobs soldiers will not do without their
robots, such as cave and tunnel reconnaissance: Better to make
contact mechanically rather than personally with the enemy. As
we get increasing autonomy, the robot will understand the intent
in the mission and automate as many functions as it can, which
will lower the cognitive and physical workload on the soldier.
UTS: Is there an autonomy requirement?
LTC Hatfield: Some aspects will come sooner than others.
Lethal autonomous systems, for example, are not a focus.
We’re looking at two extremes right now. With large trucks,
we think we are paralleling industry efforts, such as Cadillac’s
Super Cruise technology, in getting autonomous systems into
less complex environments (e.g., well-marked four-lane roads).
For driver assist, optionally manned, and leader-follower
capabilities, we think they are progressing very quickly.
Hopefully, [such systems] will begin fielding in 2020 and
definitely in support of Force 2025 and Beyond.
On the other end of the spectrum, the chief of staff of the
Army has asked to see a system which a solider could pull out
of his cargo pocket and release for individual reconnaissance to
see what’s in the next room, around the corner, or over the hill.
Here’s where micro- or nano-UAVs may come in. But piloting
the “bumblebee camera” is problematic, and you can’t keep
your hands on your weapon while doing so. These systems will
require more autonomous capability (such as simultaneous
localization and mapping).
In the middle of these extremes, we want the squad followertype systems that keep the entire squad in the fight. The level of
autonomy we want will allow the system to see the soldier, follow
the soldier, and communicate in a manner similar to military
working dogs.

tacticaldefensemedia.com

FutureTech
Precision UAV-mounted
Weapon Demo

Textron Systems Weapon & Sensor Systems,
a Textron, Incorporated business, has
announced a pair of successful live-fire
demonstrations of its new Fury lightweight
precision guided glide weapon off of a Shadow
Tactical Unmanned Aircraft System at the
U.S. Army’s Yuma Proving Ground, AZ.
The combined Textron Systems Weapon
& Sensor Systems and Unmanned Systems
team dropped Fury this past August from
a Shadow 200, engaging and detonating on
the target. This marked the first live drop of
the Fury and the first live weapon drop from
the Unmanned Systems Shadow 200 aircraft
configuration. The Textron Systems team,
along with partner Thales UK, achieved this
milestone within 15 months of initiating work
on the small, lightweight weapon system.
Fury is equipped with a mature and
proven warhead. The weapon’s tri-mode
fusing—impact, height of burst, and delay—
further enables a single Fury to address a
broad target set, ranging from static and

moving light armored vehicles to small boats
and personnel. The precision weapon uses a
common interface for rapid integration on
multiple manned and unmanned aircraft
systems. The weapon system is guided by a
GPS-aided inertial navigation unit system
with a Semi-Active Laser Seeker terminal
guidance capability. This enables the weapon
to engage both stationary and moving targets
within one-meter accuracy, or fly to specific
target coordinates.
More info: textronsystems.com

Comms Cable Clip

Molded from a strong, durable material,
OTTO’s new cable clip is a simple, yet
effective solution for cable management. The
underside of the clip affixes securely to any
MOLLE vest and features a snap cover to
hold a variety of cable sizes. It holds cables
and cords tightly, keeping them in place
and out of the way. Using the cable clip
reduces the risk of cables getting tangled
or becoming disconnected from the radio

or accessory. It also prevents impeded
movement of the wearer.
More info: ottoexcellence.com/
communications

Unmanned Aerial Drone
Control System

Kratos Defense & Security Solutions, Inc.
has announced that its Micro Systems, Inc.
subsidiary of the Kratos Unmanned Systems
Division (KUSD) recently received a delivery
order from the U.S. Navy valued at $4.8
million to provide engineering support and
develop upgrades to unmanned aerial drone
command and control electronics and related
ground control stations. Kratos’ Unmanned
Systems Division is a premier provider of high
performance unmanned drone aircraft and
these systems’ related avionics, electronics,
command and control systems, solutions,
services, and logistics.
More info: kratosdefense.com

Integration into the Public Safety Workforce
By Anthony Galante, Unmanned Safety Institute

S

ince World War I, it has been common practice for the
public safety workforce to adapt military technology for
domestic applications. After the past few decades, the
military has developed many of the advanced capabilities of
unmanned aerial systems (UAS) throughout several periods
of wartime. Battle-tested during wartime, the capabilities of
UAS have been noticed by the domestic public safety workforce
in the United States. The capabilities of UAS are viewed as
holding the promise of greatly enhancing public safety sector
abilities by placing effective and efficient tools in the hands of
agencies throughout the United States. Scores of police chiefs
and sheriffs have acquired or would like to acquire UAS for
their departments. This is not only to have a cool toy. “If we are
serious about crime reduction strategies, we must look to new
technologies which help keep officers and the public safe and
apprehend criminals,” St. Louis Police Chief Sam Dotson wrote
to the Federal Aviation Administration last year. The police
departments of Los Angeles and San Jose, two of the ten largest
cities in the country, recently acquired small, unarmed rotary
UAS.
According to the Federal Aviation Administration (FAA)
the definition of UAS is “the unmanned aircraft (UA) and
all of the associated support equipment, control station, data
links, telemetry, communications and navigation equipment
etc., necessary to operate the unmanned aircraft.” The
aircraft can be f lown by a pilot via ground-based system, or
preprogrammed to f ly autonomously on a preplanned mission
route to complete a specific objective. The complexity of
the UAS will depend on the objective of the mission and the
agency’s budget. Currently, f lying any UAS system above four
hundred feet requires permission from the FAA, which can be
granted after the public safety agency applies for a Certificate
of Authorization (COA). This COA will ensure that the UAS is
integrated safely into the National Airspace System (NAS) so
that manned and unmanned aircraft operate without incident.
The current COA process is clunky and plagued with unclear
directions and guidance, however. Currently the FAA requires
pilots of UAS to hold a valid private pilots license to f ly any
UAS within the NAS, even though the UAS is restricted to
f lying within line of sight only.
The first major benefit of implementing UAS into the
public safety workforce is the reduction of operational costs
for an airborne system that provides instantaneous intelligence
surveillance and reconnaissance (ISR) information to those
in command who have to make critical, life-saving decisions.
Instead of having a manned aircraft which can require several
crews and could cost millions of dollars a year to operate,
UAS can be placed in public safety vehicles and launched

immediately during a critical situation. According to the
Association of Unmanned Vehicles Systems International
(AUVSI), “Today, fewer than three percent of law enforcement
units have aviation assets to support their daily operations
because of the high operating costs of manned aircraft. UAS
would change this, allowing such agencies to better protect
themselves as they work to protect us.”
The low cost and immediate capability of UAS will help all
public safety workforces throughout the United States be more
effective while spending less of the taxpayers’ money. UAS can
range in price from a few hundred dollars to tens of thousands
of dollars, depending on the payload and sensors carried for
specific missions. Some UAS prices seem high, but they are
substantially lower than contemporary law enforcement air
support costs. And while manned aviation can provide unique
benefits, small UAS are capable of fulfilling some roles. For
example, in July the Royal Canadian Mounted Police used a
quadcopter to locate a family that became lost while hiking in
Nova Scotia.
Beyond the initial cost savings, UAS can serve to greatly
enhance the safety of both first responders and civilians.
UAS can help control wildfires, find missing children, and

monitor disaster relief areas by providing a bird’s eye view
so that resources can be dispersed quickly and effectively.
For law enforcement, UAS can help secure evidence at crime
scenes, find f leeing criminals, and provide overall situational
awareness in high-risk situations. UAS can provide command
staff and patrol officers with instantaneous actionable
intelligence so resources are deployed properly for each
specific incident in a timely manner. Having real-time video of
an incident can show the responding law enforcement officers
the locations of threats, which enables officers to approach the
area safely and reduce the time spent searching for threats.
This reduction in time can be critical for saving the lives of
citizens, especially during active threat incidents.
In the event of environmental disasters that threaten
public well-being, UAS are able to detect leaks in pipelines
using infrared sensors as well as identify critical issues while
f lying over power lines. British Petroleum has turned to UAS
to “provide mapping, Geographic Information System (GIS),
and other commercial information services” at Prudhoe Bay,
AK, according to June 2014 press release by AeroVironment,
which makes the system being used. This was the first time the
FAA approved the commercial use of UAS in the NAS. Given
the sensitive nature of the North Slope environment, this is an
intriguing development.
There may be a future for UAS to record reef and coral
erosion along coastlines as well. Inspecting nuclear power
plants for leaks that can be deadly to the occupants of manned
aircraft is a task that’s well-suited for unmanned aircraft
capable of f lying low and slow for extended periods of time.
For example, Japanese authorities have used multiple types
of UAS to investigate the nuclear reactor meltdown site at
Fukushima as well as monitor the radiation levels of the
surrounding land.
Regardless of the mission, integrating UAS in the public
safety workforce will reduce risk by helping those involved to
maintain greater situational awareness by providing real-time
intelligence and greater access. That, combined with the low

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operating costs, ensures UAS will become a more prevalent
public safety tool and will enable public agencies that normally
would not be able to afford high-cost airborne aircraft to
purchase and use UAS effectively for their specified missions.
Using UAS in the public safety workforce will also create longlasting jobs for military unmanned aviators, giving them the
opportunity to capitalize on their skill set and to further serve
their communities. While many unknowns remain as the FAA
continues its efforts to set forth regulations and standards, one
thing that is certain is that UAS use in the public safety sector
are many.
This is an excerpt by Anthony Galante, a former SWAT
officer who holds a Masters of Aeronautical Science degree from
Embry Riddle Aeronautical University, from his presentation
“UAV Optimization: Managing Unmanned Technology to
Improve Public Safety and Threat Mitigation” at the upcoming
International Chief ’s of Police Convention in Orlando, FL,
on 27 October 2014. The Unmanned Safety Institute (USI) is
a professional training organization for UAS operators and
proponents focused on improving safety in UAS operations
through the adoption and modification of time honored aviation
safety and training practices. To request more information visit
unmannedsafetyinstitute.org, call 1-844-200-0155, or e-mail
directly at info@unmannedsafetyinstitute.org.

ACCESS GRANTED
Unmanned Surface Vessels Counter the Threat of Mines
By George Jagels

T

he U.S. Navy’s most talked about acquisition program, the
Littoral Combat Ship (LCS), is, at $500 million per vessel,
relatively inexpensive for a modern warship. With a crew
ranging in size from 50 to 88, the LCS is designed to control coastal
areas with speed, diverse mission packages, and shallow draft that
destroyers and cruisers lack. Littorals, however, can be very dangerous,
and U.S. adversaries are adjusting their strategies to deny access to
them. Regardless of the LCS’ lower cost and smaller crew, the Navy
does not want to put ships at risk in the face of asymmetric threats.
One such threat the U.S. Navy wants to counter is sea mines. These
cheap and easy-to-produce moored bombs affected U.S. operations
in the Persian Gulf in 1991, and have sunk 14 U.S. Navy ships since
World War II. Floating mines are widely considered a potential
terrorist weapon in a harbor or shipping lane. States such as Iran have
threatened to mine heavily trafficked waterways as well. Such action
could significantly disrupt commerce, even without sinking a single
ship. Current U.S. Navy anti-mine equipment includes the MH-53 Sea
Dragon helicopter and Avenger-class mine countermeasures (MCM)
ship, both of which are nearing the end of their service life.

Dull, Dirty, and Dangerous

In response, the U.S. Navy is developing an MCM capability for the
LCS. Part of this capability is the Unmanned Influence Sweep System
(UISS), which requires an inexpensive, semi-autonomous, and longendurance unmanned surface vessel (USV) to counter acoustic and
magnetic mines using an influence system. Subsequent increments
will include mine hunting and neutralization and multi-mission
capability. These boats would have to be small—approximately 10
tons—in order to operate from an LCS. The Navy has asked for final
UISS proposals from a number of companies, and the engineering,
manufacture, and development portion is supposed to finish before
FY 16.

34 | A&M and UTS November 2014

Though an undersea vehicle would be stealthier, having a
relatively inexpensive USV operate in, as the saying goes, the
“dull, dirty, and dangerous” role of minesweeping makes sense,
particularly if the vessel might be sacrificed at any time. “In my
opinion, one of the reasons the MCM mission is first out of the
chute is that’s not where you want to have people,” said Bill Leonard,
director of unmanned surface systems at Textron Systems. “In the
sweeping- and hunting-type mission, you cover vast amounts of
ocean, and you need to survive the detonation of a mine.”
Dave Antanitus, a retired Navy rear admiral and business
development manager at Leidos, reinforced this point in an article
for National Defense magazine last April: “[S]urface vehicles are
much simpler to build and carry more useful payload per dollar than
undersea vehicles … Operating on the surface enables sensing and
communicating in the acoustic domain underwater and the radio
frequency domain above water, providing real-time connectivity
and relevance to the rest of the battle force. The bottom line is that
[USVs] provide a distinct cost and performance advantage in any
mission that doesn’t require the extreme stealth of an underwater
platform.”
The U.K. Royal Navy is also investing in new MCM
technology. A small team based in Portsmouth is testing a system
comprising a small surface vessel called the Hazard that launches
an autonomous underwater vehicle (AUV), which the Royal Navy
says can scan “far more” of the ocean than current methods. After
data collected by the AUV is analyzed by experts, another small
submersible that’s controlled by a specialist can destroy any mines
that have been located.
With plans to fit the system on the Royal Navy’s current MCM
ship (and eventually on any large vessel), the British envision this
capability as globally deployable by transport plane in 48 hours.
Though the Hazard is now a manned vessel, there are plans to pilot it

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Unmanned at Sea USVs and Mine Warfare

USVs have not yet been widely procured, but the demands of the
mine countermeasures mission may change that.
remotely and recover the submersibles autonomously in the coming
months.

Challenges and Paths Forward

Despite the long history of remotely operated underwater vehicles
and the more recent rise of unmanned aerial systems, USVs have not
yet been procured in significant numbers by any navy. “The surface
part of unmanned technology is where aircraft were a decade ago,
[including the] fear of the unknown,” Leonard said. “You have to
prove to yourself that you’re safe on the surface with all the checks and
balances and design that can handle the environment.”
This includes rough seas. The small size of the boats—around 11
meters—is contingent upon what the LCS can support, and makes the
seaworthiness of these USVs questionable. Antanitus expressed his
concern in stark terms: “Unmanned surface vehicles of this size have
minimal payload, range, and open-ocean seakeeping capability, which
will constrain their ability to conduct meaningful operations at any
significant distance from the host platform.”
Leonard is more sanguine. Textron Systems’ Common
Unmanned Surface Vessel (CUSV), which the company proposed
for the UISS program, is designed to operate in sea state four (1.25 to
2.5 meter waves) and survive in sea state six (four to six meter waves).
Textron Systems has outfitted its fourth-generation CUSV with
improved propulsion for better range, speed, and endurance. The
company has also added an improved hull for increased flexibility,
strength, and stability.
The CUSV is not a new system, but it does represent an evolution
that extends beyond its years of official development. The vessel’s
1,800 hours of in-water operations are bolstered by its use of proven
unmanned aerial vehicle command and control programs. Textron
Systems has demonstrated the CUSV for the U.S. Navy four times
thus far (with another upcoming), and Leonard considers the
system proven for the MCM role—including mine hunting and
neutralization—as well as other missions such as harbor security and
intelligence gathering.
CUSV and similar vessels can be piloted remotely, but dependable
autonomous operation is a necessary next step in USV evolution.
Unlike submersibles, surface vessels—especially those operating in
heavily trafficked littorals—must contend with other vessels and
numerous obstacles, and autonomy software that follows international
collision avoidance regulations (COLREGs) is still a work-in-progress.
Deploying a safe, effective, autonomous USV requires accurate and
reliable sensors (e.g., radar, electro-optical/infrared) to detect and
classify objects.
According to Antanitus, the DoD has worked successfully on
an autonomy system that “uses the concept of ‘velocity obstacles’ to
develop a map of speed and range combinations that are COLREGscompliant … The autonomy system continually selects the best
course and speed to meet mission objectives within the constraints of
COLREGs.”
Textron Systems is tackling this issue by using different levels
of control, which Leonard called “sliding autonomy.” The first level,

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called “man on the loop,” involves an operator near the boat using a
handheld controller. The next option, called “man in the loop,” has
a universal command and control system that’s similar to UAVs; an
operator can either steer the boat or input waypoints. Next is “man
watching the loop,” where pre-programmed mission planning files
or waypoints are inputted and the vessel executes these commands.
If something happens that requires the operator’s attention, he or
she can take control. Finally, supervised autonomous operations
involve the autonomy software “logic in the boat itself for obstacle
detection and collision avoidance,” according to Leonard. He added
that this technology currently “works,” but the COLREGs still
require an operator to be enmeshed.
“Sliding autonomy allows [the user] to go to different levels of
autonomy,” Leonard said. “All those capabilities can exist all at the
same time. Depending on your current operations, you’re able to
have flexible decision making. If you want to, [you can] take control
with the handheld device or override with the control station. All of
these are active simultaneously and you choose which one you want
to be in.”

USVs Taking Off?

Though this magazine was unable to obtain a full list of contenders
for the UISS contract, the market for USVs of this nature appears
to be competitive. The MCM mission interests a number of
militaries around the world, and the potential for port patrol and
even offensive operations is growing. Below are a few systems that
captured our attention:
Rafael Advanced Defense Systems of Israel makes the
Protector USV, which has been deployed off the coast of Gaza
during operations against Hamas. The system features remotecontrolled and autonomous capabilities. The Protector has a
stabilized weapons platform and four mission modules: anti-terror
force protection; intelligence, surveillance, and reconnaissance
(ISR); surface warfare (e.g., MCM, electronic warfare); and port
security.
Elbit Systems of Israel developed the Silver Marlin USV
for ISR, force protection/anti-terror, MCM, search and rescue,
electronic warfare, and port patrol missions. Elbit’s website claims
the vessel’s autonomous capabilities allow it to perform missions
independently. The company is working on both an obstacle
avoidance system and “the Autonomous Helmsman system: an
expert system using heuristic methods for autonomous highlevel decision making, which will allow a completely external
intervention-free mission operation.”
ASV of the United Kingdom produces the 10.8-meter,
9,000-kilogram minesweeping USV called “C-Sweep.” The
manufacturer’s website claims the C-Sweep features a robust glass
re-enforced plastic hull, twin diesel engines (top speed of 25 knots),
and direct control, semi-autonomous, and autonomous modes.
Along with an AUV launcher, the system’s sensors offer realtime video, radar, AIS and payload feedback, vehicle sensor data
channels, and proven safety systems.

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